Triple valve for air-brakes.



S. G. NEAL. TRIPLE VALVE FOR AIR BRAKES. APPLICATION FILED NOV. 27, 1911.

1,078,303, Patented Nov. 11, 1913.

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34 i Luci-36 3E5" S. G. NEAL.

TRIPLE VALVE FOR AIR BRAKES.

APPLICATION FILED NOV. 27, 1911.

1,078,303 Patented Nov. 11, 1913.

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UNITED STATES PATE T OFFICE.

SPENCER o. NEAL, or Los ANGELES, cALIroRNiA, AssioNoR n 0 cALiroRNIA' VALVE AND AIR BRAKE COMPANY, OF LOS' ANGELES, CALIFORNIA, A coRPoRA'rI0N OF CALIFORNIA.

TRIPLE VALVE FOR AIR-BRAKES.

Specification of Letters Patent.

Application filed November 27, 1911.

To all whom it may concern:

Be it known that I, SPENCER G. NEAL, a citizen of the United States, residing in the city of Los Angeles State of California, have invented a new and useful Triple Valve for Air-Brakes, (Case No. 6,) of which the following is a specification.

This invention is an improvement upon and further development of the triple valve described and claimed in my patent on triple valve issued December 26, 1911, No. 1,012,695.

The present invention comprises a triple valve adaptedto perform all the functions of the triple valve of'the patent above referred to, the improvementconsisting in sineplif-ying the construction for performing said functions and also inathe provisionof certain novel mechanical features: which secure amore positive action;

Referring to the accompanying drawings, which illustrate the invention-in the lat'est and most improved embodiment thereof, Figure 1 is a transverse section online :0 of Fig. 3; Fig. 2- is a transverse section on linew of- Fig. 3; Fig. isa vertical mid;- section 0% the complete valve on line m of Fig. 1, showing the parts in the full release position; Fig 4: is a; plan detailof the exhaust valve 35 shownqin the lower portion of Fig. 3; Fig. his an enlarged view of thecharging valve and means for controlling the same, said valve being shown in a different position from that shown in Fig,

Fig; 6- is anelevation of the complete valve the-same being shown; partly in mid-section and viewed at right angles to the line f section of Fig. 3; Fig, 7*is. a; reproduction of a portion of Fig. 6 showing parts in adifferent operative position;- F g'.; 8 is a detail. plan: view of the operating: bar 47 seen in section in- Figs-r3 and 6.-

Referring in detail to the drawings, the train pipe 1 leads into the main train pipechamber 2. Above said chamber 2- and separated therefrom by the main abut ent or diaphragm 3- isan auxiliary chamber 41in c nstant c mmuni ation with the auxiliary reservoir (not shown) through the a'uxih iary passage 5. In order that said abutment: 3 may oper e valves hereinafter described, the same is made'to cooperate'with a hollow upright v lve stem 6' provided with a re-.

;head which has a working fit around the stem 6 and is provided With a downwardly facing valve seat 9 with which cooperates the charging valve 11 which is apart of upright rod or stem 6. Said valve stem 6 forms a guide for the sliding head 8 so that the air pressures upon the diaphragm 3 may be utilized topositively open and close said valve 11. r I

Referring more in detail to the construction and operation of the valve device within the head 8, the hollow rod 6 is open at its lower end, but the bore in said rod terminates at a point a little below the valve 11 as indicated by dotted lines ilrFig. 3. As best shown in Fig. 5, air is admitted through inlets 12 into the upper portion of the bore ofsaid rod 6. Said inlets 12 communicate With an annular groove 14 formed within the head 8. A plurality of passages 15 lead through the wall of the head 8 to admit air to the groove 14, thence to the inlets 12 which communicate with the interior of the {rod} (i-is provided with a somewhat reduced portion which forms the valve 11 already space around said valve by a groove 16 which 'Above said valve: 11: .the' stemis provided with a more reducedportionfl" from which ;in turn leads a groove 18 toconduct the airwhen' the alve 1-1 is opened- In m-y paten here nb fore referred to, a common ball check valve is employed. to prevent the ret irnof ir admitted through the charging passage to the auxiliary reser-i voir chamber. Saidvalve'iisheld to its-seat only by gravity andthe limited amount of air pressure to which its small area is subjected, Although" said valve is, in general, reliable, yet it isnot entirely free from idan .er of becoming clogged in the opener in 5w closed.- position by foreign matter. But the charging valve 11 of the present application is an improvement upon the check ,valve just referred to, and is ositive in its operat ons forthen following. reasons: (1) Said valve is positively brought to. its seatby a r lative movement toward each o her of the head: 8 and the valve-carrying ingall: the time that the brakes are appl ed; POSItIVGly kept closed by the air pressure u d r the diaphragm 24 and the opposing to hamber-i i -rem ar und t e hollow. ma 6.;

hollow; rod 6. The-upper portion of hollow referred to A r is admitted t he annular connects'one of the inlets-12 with said'valve.

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stem 6, and after being thus seated is,. di1 rthe shoulder 29 of rod 6 chamber 25, the lower portion of ho pressure in chamber 4 above diaphragm 3 in excess of that below said diaphragm in chamber 2. Said valve is positively opened to charge the auxiliary reservoir by abutting against wall 19 stopping further upward movement of rod (land valve 11 carried thereby, thus allowing the pressure in train pipe chamber 2 in excess of the pressure in chamber 4 to act upon the large area of diaphragm 3 to move the seat 9 positively away from valve 11. This allows charging of the auxiliary "reservoir, the air passing from train pipe chamber 2 to the auxiliary reservoir in the manner described.

Beneath the main train pipe chamber 2 and separated therefrom by a cross wall 19 is a chamber 21 having a vent port 22. Around the rod 6 is a stuffing-box 23 to provide an air-tight fitting through wall 19. The equalizing abutment 24 extends across the lower side of vent chamber 21 to separate said chamber from the equalizing chamber 25. The hollow rod 6 extends through and is secured to abutment 24 by means of follower 26 and nut 27 which clamps said diaphragm against flange 28 with which said rod is provided. The lower portion of said rod 6 is enlarged to form an annular shoulder 29 which abuts against the'lower side of cross wall 19 to limit the upward travel of said rod. Within the e ualizing 6 is screwed into a valve cage 31. Said valve cage and rod afiord communication between said equalizing chamber and train pipe chamber2. The valve cage 31 forms a small chamber the outlet from which is controlled by a. valve 32 having a downwardly extending stem 33 carrying a plunger 34 slidable within said valve cage. Said plunger in turn carries atlits lower end an exhaust valve 35 that opens and closes a vent-36. Said valve 35 has a head 35 provided with a recess 35' (see Fig. 4) to suspend said valve on a disk 34 carried by stem 34. Below the valve 32 are lateral passages 37 to afford communication with the equalizing chamber when the. valve 32 is opened.

By this invention an emergency applica tion of the brakes may be elfected in a moderately quick manner'or in a very sudden manner by an arrangement of parts that will presently be explained. The quick emergency application is made by the usual quick reduction of train pipe ressure, as applied by brakin systems of t 1e standard type now in use. Said quick emergency application isrelied upon to adapt this triple valve for use on one or more cars in a train of cars part of which are equipped with brakes controlled according to the principles of other braking systems. I

Referring now to the means alluded to low rod equalizing chamber 25.

in the preceding paragraph for effecting the moderate emergency application of the brakes, an emergency abutment 38 separates the emergency train pipe chamber 39 from the emergency brake cylinder chamber 41. Said abutment 38 carries a depending yoke 42, said yoke being suspended from a hollow stem 43 which is provided with a flange 44 at its lower end. Said stem 43 is screw threaded and a nut 45 screws thereonto to hold a follower 46 against the diaphragm 38 to clamp said. diaphragm against the flange 44. The arms of yoke 42 are connected at their lower ends by a cross bar 47 shown in detail in Fig. 8. Said cross bar is provided with a slot 48 which receives a valve stem 49. The valve 51 is fixed to or formed in one piece with stem 49, said stem carrying at its lower end a head 52 which normally holds valve 53 down upon a valve seat 54, said valve seat 54 being supported by cross wall 55 which separates chambers 4 and 41.

Chambers 2 and 39 are connected by a passage 40. Above chamber 39 is a cross wall 56 which supports a guide 57 within which plays the stem 43, already referred to, when the diaphragm 38 moves up and down under varying pressure. The valve 51 is preferably provided with a winged portion which plays within and is guided by an inverted externally threaded cu 58, said cup being screwed into a threaded bore formed transversely in a hollow arm 59 best shown in Fig. 6. Said arm 59 communicates with a passage 61 that leads to the Cup 58 has a lateral opening 58 to afford communication with the passage of said arm 59. The cross wall 56 has openings 62 through which air may freely enter chamber 39 from upper chamber 39. Air in chamber 39 operates against the lower side of a. supplemental diaphragm 63 and air in chamber 39 operates agalnst the upper side of diaphragm 38. Said diaphragm 63 carries a dome or inverted cup 64 having a flange 65 around its open end, an air-tight fit around said diaphragm 63 being secured by means of a follower 66 and bolts or screws 67. Said-dome 64 is offset as shown to rovide passages 64 (see Fig. 2) which admit air from chamber 39 to valve 69 (see Fig. 6). As best shown in Figs. 6 and 7 valve-operating cross bar 68 extends through said inverted cup 64, said cross bar moving valve 69 up and down together with diaphragm 63. When said diaphragm descends said cross bar opens said valve 69 by moving the same away fromits seat .71. Said valve seat 71 has a double (upper and lower) face and is formedin the bottom portion of a valve cage 72, a check valve 73 in the form of an inverted cup being seated u on the u per side of said'double faced va ve seat. alve cage 72 has a plug cap 72 to admit interior parts 1 0 in assembling. When the valve 69 descends from the lower face of this seat air pressure is admitted from below to lift the upper valve 73 thus permitting the air to pass up into valve cage 72. Said valve 73 prevents brake cylinder air going back into the train pipe after an emergency application. This valve cage (see Figs. 1 and 7) is formed with a cylindrical inner shell 74 within which is formed the double valve seat 71 already. referred to. As shown in Fig. 1, said shell is provided with inwardly directed ribs 75 within which is slidably fitted the cup-shaped check valve 73. Around said shell 74 is an annular space 76 so that air entering from beneath check valve 73 (see Fig. 7) may escape from the open top of shell 74 and then descend around it through space 76 and enter annular space 57 inclosed by a shell 57 formed around guide 57, thence down through two passages 56 to chamber 41. (Com are Figs. 3 and 6). Hollow guide 57 is c osed at its upper end opposite stem 43. Valve cage 72 is prefer ably screwed onto the shell 57 The two bridge-walls 7 2 unite shell 74 with head 72 of the valve cage. The rod 68 lies immediately beneath said bridge walls and is capable of a slight verticalmovement in a passage 68 (see Fig. 2).

Dome 64 is provided with a restricted tent or leakage passage 79 through which air may leak into supplemental chamber 81 beneath ca 82. Said supplemental chamber 81 con nesthe air above supplemental diaphragm 63.v When the emergency application of the brakes iseifected in the very sudden manner already alluded to, train pipe air is supplied to the chamber 41 by means of what I term supplemental emergency passa es, said passagesv comprising passages 64 Fsee Figs. 2 and 6), the space within shell 74, passages 76 (see Figs. 1

and 3), passages 57 and passages 56, the latter opening into chamber 41.

Communication is provided between emergency brake cylinder chamber 41 and the brake cylinder (notshown) by brakecylinder passages 83 and 84. r V I Y The operation is as follows: Assuming the air pressure to be zero in the train pipe, auxiliary reservoir, and various chambers of the triple valve, in order to charge the auxiliary reservoir and put the parts of the triple valive in full release position, the train pipe pressure is increased thus raising diaphragm 3 and valve .stem 6 carried therev by until the shoulder 29 abuts against crosswall 19 and a further upward movement of diaphragm 3 carries the valve seat 9 up and away from valve 11, thus moving the parts from the position shown in Fig. 5 to that shown in Fig. 3. The increased air pressure in train pipe chamber 2' now forces air from the train pipe chamber 2 through the openings 12 of the valve stem 6, thence up through grooves 16, around open valve 11 and up through charging groove 18 into theauxiliary chamber 4. At the beginning of this operation the valve stem 6 is raised by the rapidly increasin air pressure under diaphragm 3, causing tie parts quickly to assume the position shown in Fig. 3 in which position valve 32 is closed shutting desired pressure, say for convenience pounds per square inc To make a service application of the brakes under these conditions, a reduction may be made in train pipe pressure as in present braking systems of any desired amount, for example, ten pounds per square inch with the result that the pressure in the auxiliary chamber 4 retained by valve 11 upon the upper side of diaphragm 3 will overcome the pressure of seventy pounds remaining below said diaphragm in main train pipe chamber 2.

Consequently the hollow rod 6 and parts connected therewith will descend until the valve 35 closes and the valve 32 opens. Air will now be-admitted from the train pipe chamber 2'th'rough ports 12' and hollow rod 6 past valve 32 out of ports 37 into equalizing chamber 25 and thence through passage 61 (see Fig. 6) arm 59 and past valve 51 into emergency brake cylinder chamber 41.

Air thus admitted "to chamber 41 will escape therefrom through passages 83 and 84 (see Fig. 3) to the brake cylinder. The feeding of air from the train pipe to the brake cylinder in the manner just described will continue untilrsufiicient pressure is built up beneath the equalizing abutment 24 to aid the train pipe pressure beneath dia phragin-B sui hciently to overcome the auxiliary reservoir pressure above said diaphragm 3 with the result that rod 6 will be raised thus closing the valve 32, thus preventing further admission of air to the brake cylinder until another reduction of pressure is made in the train pipe. In the embodiment of the inventionillustrated in the drawings, the main abutment 3 is about equalizing chamber 25 before there will be enough pressure beneath said equalizing train pipe pressure.

abutment 24 to lift the rod 6 and close the valve 32. The reason for thus proportioning the diaphragms 3 and 24 is to adapt the appliance for use on a train some of the cars of which may be equipped with automatic braking equipment such as are at present in general use, wherein the auxiliary reservoir contains from two to two and onehalf times the volume that is contained by the portion of the brake cylinder into which air is admitted during the ordinary service application. of the brakes-such a construction causing the reduction of train pipe pressure to build up a brake cylinder pressure of from two to two and a half times the amount of the train pipe pressure reduction at each. service application of the brakes. Continuing again with the operation of, my triple valve, it will be seen that after the train pipe pressure has been reduced from eighty to seventy pounds and approximately a pressure of twenty pounds thus built up in the brake cylinder, as described, before the valve 32 is brought to lap position a further reduction of train pipe pressure of another ten pounds will build the brake cylinder pressure up to approximately forty pounds before the valve laps. Successive reductions may thus be made until the brake cylinder pressure is built up to an equality with the reduced If, at any time before the brake cylinder pressure has been built up to a full equality with'the train pipe pressure, it is desired to partially release the brakes, the tram pipe pressure may v be raised in train pipe chamber 2 to cause the 7 combined pressures underneath diaphragms 3 and 24 to overcome the pressure above maindiaphragm3 and raise the release valve 35 thereby exhausting the air from the equalizing chamber 25 and hence from the brake cylinder which is at this time in communication with said equalizing chamber. The escape of air from the brake cylinder thus permitted will continue only until the pressure beneath equalizing diaphragm 24; is sufficiently reduced to cause the valve operating means to descend thus closing the exhaust valve 35. The operation just described will be the reverse of the operation before described for service application of the brakes and therefore a graduated release, as well as graduated application, of the brakes may be secured at any and all times. If it is'borne in'mind that constant communication is-mainta-ined between the emergency train pipe chamber 39, 39' and the main train pipe chamber 2 (see passage 10 of Fig. 6) it will be seen that when the brake. cylinder pressure is built up to an equality with the reduced trainpipe pressure, the brake cylinder pressure in chamber 41 beneath the emergency diaphragm 38 will overcome the train pipe pressure above said diaphragm thus lifting yoke 42 and allowing valve to open to admit auxiliary reservoir pressure to the emergency brake cylinder chamber 41 and thence to the brake cylinder throug passages 83 and 8 1, thus making a service emergency (not the quick emergency, hereinafter described) application of the brakes.

The yoke 12, immediately after opening the valve 53 lifts the valve 51 and cuts oil escape of air from the emergency brake cylinder chamber 41 back to the equalizing chamber 25, thus guarding against the lower port 36 being opened by reason of excessive brake cylinder pressure below diaphragm 24-, and consequent premature escape of brake cylinder air to the outer atmosphere. From what has just been said it will be seen that when the brake cylinders are filled with air from this service emergency application, the valve operating rod 6 will have descended and the lower port 86 will be closed. Now, to release the brakes, the train pipe pressure will be raised until the same in the emergency train pipe chamber 39, 39 exceeds the brake cylinder pressure in chamber 41, and as a result, depresses diaphragm 38, and opens valve 51 and immediately thereafter closes valve 53. The effect of this operation will be to permit brake cylinder air to escape through the brake cylinder passages 84c and 83, chamber 41 and thence by way of passage 61 to the lower chamber 25 and outer atmosphere through the open port 36, said port being opened as soon as the released brake cylinder pressure under diaphragm 2 1 raises the valve operating means. At the same time with the escape of the air from the brake cylinder as just described, the parts are brought to the position shown'in full lines in Figs. 3 and 6 and the charging (full release positiong) f d 1 e per orme as ias operation may again already beendescribed. 1 Reference will now be made to the .opera tion-of the supplemental emergency means contained in chamber 81.

During all service applications of the brakes, the moderate reductions made in the tram pipe pressure do not operate'supplemental emergency diaphragm 63, because the leakage passage 79 maintains approximate equalization of pressure on each side of said diaphragm. But when a very sudden reduction is made intrain pipe pressure, the pressure on the lower side of diaphragm 63 becomes reduced to an amount so much less than that in the supplemental emergency chamber on the upper side of said diaphragm, that said diaphragm operates and opens valve 69 against the train pipe pressure, the parts assuming the position shown in Fig. 7 and allowing air from the train pipe to pass from chamber 2 to chamber 39 through passage 40, valve 69, past check valve 73, up through shell 74, down through passage 7 6 (see Figs. 1 and 3) and through passages 57 to chamber 41 and thence to the brake cylinder through passages 83 and 84. The effect of this ad-- itional volume of train pipe air being conducted to the brake cylinder is to suddenly bring the brake cylinder pressure up, and at the same time quickly bring the train pipe pressure down, thus causing a quick equalization of train pipe and brake cylinder pressures. As a result of this equalization of train pipe and brake cylinder pressures, equal ressures will be established on opposite si es of diaphragm 38, so that the pressure-of the parts carried by said diaphragm 38 will be nearly removed from valve 53,

to open the same to allow pressure from the auxiliary reservoir to enter chamber 41 and pass thence to the brake cylinder to augment further the pressure upon the brakes. At the same time the increasing air pressure in chamber 41 will cause diaphragm 38 to close valve 51 tightly.

I claim:

1. In a triple valve, a casing provided with a chamber in communication with the train pipe and a chamber in communication with the auxiliary reservoir a movable abutment separating said chambers, there being a charging passage to permit air to pass through said abutment to charge the auxil-j iary reservolr, and a valve to control the how ofair through said passage, said valve being adapted to hold the auxiliary reservoir pressure to the maximum charge during service applications of the brakes and being operated by movements of said abutment.

2. In a triple valve, a main train pipe chamber, an equalizing chamber in communication with the brake cylinder during service braking, a movable hollow rod which forms a conduit between said chambers, means operated by variations of train pipe pressure to open and close communication between said chambers through said rod, a chamber in communication with the auxiliary reservoir, a movable abutment having auxi ary reservoir pressure on one side and train pipe pressure on the other side, and a valve at one end of said hollow rod to control communication through said rod between said auxiliary reservoir chamber and train pipe chamber.

3. In a triple valve, a casing containing a train pipe chamber and an auxiliary reservoir chamber, a diaphragm forming a partition between said chambers, a head carried by sald diaphragm, said head being provided with a passage to conduct air through having a winged said diaphragm, a valve seat within aid passage, a valve to cooperate with said seat,

a hollow rod upon which said valve 1s formed. an e ualizin chamber said'hollow rod affording communication between said means operated by said abutment to open allowing the pressure below said valve 53 and close said inlet, a supplemental emergency passage to supply additional train pipe air for the brake cylinder, a valve to control the flow of air through said passage,- ;-a supplemental emergency abutment, a dna'ne surrounding said valve, said dome being carried by said abutment, and a valveoperating rod carried by said dome and operatively connected with said valve, said abutment remaining inoperative during reductions of train pipe pressure for service applications of the brakes and operating said valve during more sudden reductions of the train pipe pressure.

5. In braking apparatus, a movable emergency abutment exposed on one side to a chamber containing train pipe pressure and on the other side-to' a chamber containing to admit auxiliary reservoir pressure to said chamber containing brake cylinder pressure,

means operated by said abutment to open and close said inlet, a supplemental emergency passage to supply additional train pipe air I for the brake cylinder, a valve to control the flow of air through said passage, a supplemental emergency abutment, a dome surrounding said valve, said dome being carried by said abutment, and a valve-operating rod carried by said dome andoperatively connected with said valve, one side of said abutment being exposed to train pipe pressure, and a closed chamber on the other side of said abutment, there being a leakage passage affording communication between. a r under train pipe pressure and the a1r n said closed chamber.

6. In a triple valve, an air valve comprising a seat having an upper face and a lower face, .a valve proper to close against the lower face of said seat, said valve proper extension projecting through and above said seat, an inverted cup-shaped check valve engaging said up per face, and guiding means to guide the v movement of said cup-shaped cheek valve,

the inside of said cup-shaped valve forming a guide for the Winged extension 01 the valve which engages the lower fare of the valve seat.

7. Ina triple valve, a Casing provided with a train line pressure chamber, an auxiliary reservoir pressure chamber, an equalizing pressure Chamber, a brake cylinder pressure chamber and an emergency pressure chamber, a movable abutment forming a partition between the train line chamber and the auxiliary reservoir pressure chamber, a movable abutment forming one end. of the equal-- izing pressurechamber, a movable abutment forming la partition between the brake cylindex: pressure chamber and the train; line pressure chamber, a movable abutment 130F113 ing a partition between the train line pressure chamber and the emer ency pressure chamber, and valves controiled by said abutments.

In testimony whereof I have hereunto signed my name in the presence of two subscribing witnesses at Les Angeies, in the Co ies of this etent may be ohte'ineci for five cents: cash, by addressin the Commissioner of Patents I g i Y Vteslring tnie D. G. 

